Heading angle is a vital parameter in maintaining a vessel's track along a planned course and should be guaranteed in a stable and reliable way. An innovative method of heading determination based on a fisheye camera, which is almost totally unaffected by electromagnetism and geomagnetism, is proposed in this paper. In addition, unlike traditional astronomical methods, it also has a certain degree of adaptability to cloudy weather. Utilising the super wide Field Of View (FOV) of the camera, it is able to simultaneously image the Moon and the horizon. The Moon is treated as the observed celestial body and the horizon works as the horizontal datum. Two experiments were conducted at sea, successfully proving the feasibility of this method. The proposed heading determination system has the merits of automation, resistance to interference and could be miniaturised, making application viable.

Postural tachycardia syndrome is defined by a heart rate increment of 40 beats/minute (bpm) (or a heart rate that exceeds 125 bpm) within 10 minutes of change from the supine position to an upright position in the absence of obvious orthostatic hypotension. There are multiple pathophysiological mechanisms that underlie postural tachycardia syndrome, including peripheral denervation, β-receptor supersensitivity, hypovolaemia, and impaired muscle pump. Some children afflicted with postural orthostatic tachycardia syndrome and hypovolaemic dysregulation have been found to have perturbed renin–angiotensin–aldosterone profile, disturbed vascular endothelial function, and abnormal vasodilation. The hyperadrenergic state in some postural tachycardia syndrome patients is likely a driver for orthostatic tachycardia. Other mechanisms include the presence of treatable autonomic neuropathies. An understanding of these pathophysiological mechanisms might be helpful for the effective treatment of postural tachycardia syndrome.

This study provides a global, detailed, and complete energy-saving map of strong ocean currents from the absolute geostrophic velocities calculated from satellite altimetry data, with the focus on the strong Western Boundary Currents (WBCs) in the global ocean. Theoretically, the WBCs with speeds of 2–3 knots can reduce fuel consumption by 25–50% for vessels at a sailing speed of 6 knots. The fuel savings are greater for a lower sailing speed than for a higher sailing speed. For about 1·8 million motorised fishing vessels with a lower ship speed, strong currents can evidently save fuel, time and money. Since global fishing vessels generate roughly 130 million tonnes of CO2 per annum (FAO, 2012), effective utilisation of the energy-saving map could significantly reduce CO2 emissions from ship operations.

The increase of tourism to the Antarctic continent may entail not only local but also global environmental impacts. These latter impacts, which are mainly caused by transport, have been generally ignored. As a result, there is a lack of data on the global impacts of Antarctic tourism in terms of energy consumption and carbon dioxide emissions. This paper presents and applies a methodology for quantifying CO2 emissions, both for the Antarctic vessel fleet as a whole and per passenger (both per trip and per day). The results indicate that the average tourist trip to Antarctica results in 5.44 t of CO2 emissions per passenger, or 0.49 t per passenger and day. Approximately 70% of these emissions are attributable to cruising and 30% to flying, which highlights the global environmental relevance of local transport for this type of tourism.